*

49 CFR Part 234 GRADE CROSSING SAFETY

HGC – 1

Subpart A

General

Learning Objectives
        - Understand the scope of these regulations in the design, installation, maintenance, and testing of Highway/Railroad Crossing Warning Systems.
        - Understand the application of these regulations to Highway/Railroad Crossing systems.

*

*

The purpose of an ABS system is to provide limited or full protection to a train from opposing trains and allow for protection from following trains.  To accomplish this purpose the system must be designed and maintained to the standard outlined in Subpart B.

CAUTION

The following presentation was developed to provide general information only. For detailed compliance information please refer to 49 CFR 234 – Grade Crossing Safety, Including Signal Systems, State Action Plans, and Emergency Notification Systems.  It is recommended that each employee refer to appropriate manuals and regulations when dealing with any specific issue.

*

*

When in doubt, go to the book!

Information

The FRA Grade Crossing Safety Standards are considered to be the minimum standard allowed for the installation, inspection, maintenance, and repair of highway/railroad grade crossing warning systems, devices, and appliances.  Each railroad may adopt more stringent standards. Refer to your railroad’s signal standard and instruction manual for further guidance.

*

*

Iron Horse Warning Systems

Recognizing the hazards of road/railroad crossing many cities in America required all trains to be preceded by a flagman.

*

Warning Systems
        - Early concerns were for horse drawn vehicles and live stock.
        - Normal operation was by a flagman stationed near the crossing.

Early level crossings had a flagman in a nearby booth who would, on the approach of a train, wave a red flag or lantern to stop all traffic and clear the tracks.  Manual or electrical closable gates that barricaded the roadway were later introduced, intended to be a complete barrier against intrusion of any road traffic onto the railway.  In the early days of the railways much road traffic was horse drawn or included livestock, requiring a full barrier crossing the entire width of the road.  When opened to allow road users to cross the tracks, the gates were swung across the width of the railway, preventing any pedestrians or animals getting onto the tracks. The first US patent for such crossing gates was awarded on 1867.

*

Early Systems - 1909

The first Highway Grade Crossing “Active” Warning Systems emulated the swinging lantern concept.  Named the “Magnetic Flagman” this type of system was soon nick-named the “Wig-Wag”.

*

Soon after the advent of the automobile, speeds were increasing and the popularity of enclosed cars made the concept of "stop, look, and listen" at railroad crossings difficult.  Fatalities at crossings were increasing.  Though the idea of automatic grade crossing protection was not new, no one had invented a fail-safe, universally recognized system.  In those days, many crossings were protected by a watchman who warned of an oncoming train by swinging a red lantern in a side-to-side arc, used universally in the U.S. to signify "stop".  It was presumed that a mechanical device that mimicked that movement would catch the eye of approaching motorists and give an unmistakable warning.

*

*

Today’s Systems

Today’s systems are highly visible, utilizing diamond grade retro-reflective materials and multiple flashing lights to simulate the swinging of a lantern.  They also use sophisticated control systems to ensure activation when necessary, but minimize the delay to the motorists.

*

234.1   Scope

As highway/railroad crossing fatalities continued to increase in the 1980s and 1990s public opinion raised concerns as to the need for standardized requirements for the design, installation, maintenance and testing of automated crossing warning devices.  

*

This part imposes minimum maintenance, inspection, and testing standards for highway-rail grade crossing warning systems.  This part also prescribes standards for the reporting of failures of such systems and prescribes minimum actions railroads must take when such warning systems malfunction.  This part does not restrict a railroad from adopting and enforcing additional or more stringent requirements not inconsistent with this part.

234.1   Scope

Although no statistical evidence existed that failures of automated equipment was a cause for the increase in fatalities, several states began developing regulations.  To ensure standardization, uniformity, and technical integrity the FRA established a set of rules governing the design, installation, maintenance, and testing of crossing warning systems and devices.

*

234.3 Application

With the exception of Sec. 234.11, this part applies to all railroads except:

A railroad that exclusively operates freight trains only on track which is not part of the general railroad system of transportation;

Rapid transit operations within an urban area that are not connected to the general railroad system of transportation; and

*

The following examples address specific types of rail operations and whether this rule applies to that operation:

(1)	Rail freight operations - This part applies to all freight railroads which are part of the general railroad system of transportation.  FRAs regulations generally exclude railroads whose entire operations are confined to an industrial installation, i.e., plant railroads such as those in steel mills that do not go beyond the plants boundaries.  However, even where a railroad operates outside of the general system, other railroads that are part of that system may have occasion to enter the first railroads property.  In that case the plant railroad would have to meet FRAs highway-rail grade crossing warning system standards if a general system railroad operated over the grade crossing.  These regulations do not apply to a freight carrying railroad (and the highway-rail grade crossings over which it operates) which is not part of the general railroad system of transportation.  Both public and private crossings that general system railroads operate over are covered by this part.

(2)	Rail rapid transit - This part does not apply to rail rapid transit operations conducted over track that is used exclusively for that purpose and that is not part of the general railroad system of transportation.  (Note: See FRA/FTA Shared Corridor Policy (Federal Register Volume 65, No. 132, July 10, 2000 for further information)).

234.3 Application

(c) A railroad that operates passenger trains only on track inside an installation that is insular; i.e., its operations are limited to a separate enclave in such a way that there is no reasonable expectation that the safety of the public--except a business guest, a licensee of the railroad or an affiliated entity, or a trespasser— would be affected by the operation. 

*

(3)	Rail passenger operations - This part does apply to passenger railroad operations if any of the following exists on the line of railroad: (a) a public highway-rail grade crossing that is in use; (b) an at grade rail crossing that is in use; (c) a bridge over a public road or waters used for commercial navigation; (d) or its operations are within 30 feet of those of any other railroad.  If any of these conditions exist, all highway-rail grade crossings over which the railroad operates, both public and private crossings, are subject to this rule.  It is important to note that the fact that a passenger railroad is not connected to the general railroad system does not in itself affect a railroads duty to comply with this part.  An analysis must be made as to the presence of the above mentioned factors.

When a manually operated highway-rail grade crossing active warning system contains components covered by this part, those components shall comply with the applicable rule requirements.

234.3 Application

If a railroad which is part of the general system of transportation, provides switching service into or otherwise operates over any portion of the plant railroad, then those crossings which are involved in the operation shall be covered under the 234 regulations.

*

Highway-Rail Grade Crossing Definition

A location where a public highway, road, street, or private roadway, including associated sidewalks and pathways, crosses one or more railroad tracks at grade.

*

Highway-rail grade crossing - A location where a public highway, road, street, or private roadway, including associated sidewalks and pathways, crosses one or more railroad tracks at grade.

Credible Report Definition

Specific information regarding a malfunction at an identified highway-rail grade crossing, supplied by:
        - A railroad employee.
        - A law enforcement officer.
        - A highway traffic official.
        - An other employee of a public agency acting in an official capacity.

*

Credible report of system malfunction - Specific information regarding a malfunction at an identified highway‐rail grade crossing, supplied by a railroad employee, law enforcement officer, highway traffic official, or other employee of a public agency acting in an official capacity.

Activation Failure Definition

Activation failure means the failure of an active highway-rail grade crossing warning system to indicate the approach of a train at least 20 seconds prior to the train's arrival at the crossing ...

*

Activation failure means the failure of an active highway‐rail grade crossing warning system to indicate the approach of a train at least 20 seconds prior to the train's arrival at the crossing, or to indicate the presence of a train occupying the crossing, unless the crossing is provided with an alternative means of active warning to highway users of approaching trains. (This failure indicates to the motorist that it is safe to proceed across the railroad tracks when, in fact, it is not safe to do so.)  A grade crossing signal system does not indicate the approach of a train within the meaning of this paragraph if‐more than 50 percent of the flashing lights (not gate arm lights) on any approach lane to the crossing are not functioning as intended, or in the case of an approach lane for which two or more pairs of flashing lights are provided, there is not at least one flashing light pair operating as intended.  Back lights on the far side of the crossing are not considered in making these determinations. 

Activation Failure - An activation failure is the failure of an active highway-rail grade crossing warning system to indicate the approach of a train at least 20 seconds prior to the trains arrival at the crossing, or to indicate the presence of a train occupying the crossing, unless the crossing is provided with an alternative means of active warning to highway users of approaching trains.  (This failure indicates to the motorist that it is safe to proceed across the railroad tracks when, in fact, it is not safe to do so.)  

A grade crossing warning system does not indicate the approach of a train within the meaning of this paragraph if:

(1) more than 50 percent of the flashing lights (not gate arm lights) on any approach lane to the crossing are not functioning as intended, or 

(2) in the case of an approach lane for which two or more pairs of flashing lights are provided, there is not at least one flashing light pair operating as intended.  

Back lights on the far side of the crossing are not considered in making these determinations.

It shall not be deemed an activation failure if alternative means, as set forth in Section 234.105, are used to provide warning to highway users approaching the crossing where an active warning system is inoperative.

False Activation Definition

False activation means the activation of a highway‐rail grade crossing warning system caused by a condition that requires correction or repair of the grade crossing warning system. 

*

False activation means the activation of a highway‐rail grade crossing warning system caused by a condition that requires correction or repair of the grade crossing warning system. (This failure indicates to the motorist that it is not safe to cross the railroad tracks when, in fact, it is safe to do so.)

False Activation - The activation of a highway-rail grade crossing warning system caused by a condition that requires correction or repair of the grade crossing warning system.  (This failure indicates to the highway user that it is not safe to cross the railroad tracks when, in fact, it is safe to do so.) 

Partial Activation Definitions

Partial activation  means activation of a highway‐rail grade crossing warning system indicating the approach of a train, however, the full intended warning is not provided.

*

Partial activation  means activation of a highway‐rail grade crossing warning system indicating the approach of a train, however, the full intended warning is not provided due to one of the following conditions:

	(1) At non‐gated crossings equipped with one pair of lights designed to flash alternately, one of the two lights does not operate properly (and approaching motorists can not clearly see flashing back lights from the warning lights on the other side of the crossing);

	(2) at gated crossings, the gate arm is not in a horizontal position; or

	(3) at gated crossings, any portion of a gate arm is missing if that portion normally had a gate arm flashing light attached.

*

Warning System Malfunction Definition

Warning system malfunction means an activation failure, a partial activation, or a false activation of a highway-rail grade crossing warning system.

Warning system malfunction means an activation failure, a partial activation, or a false activation of a highway‐rail grade crossing warning system.

Appropriately Equipped Flagger

Appropriately equipped flagger means a person other than a train crewmember who is equipped with a vest, shirt, or jacket of a color appropriate for daytime flagging such as orange, yellow, strong yellow green or fluorescent versions of these colors or other generally accepted high visibility colors.

*

Appropriately equipped flagger means a person other than a train crewmember who is equipped with a vest, shirt, or jacket of a color appropriate for daytime flagging such as orange, yellow, strong yellow green or fluorescent versions of these colors or other generally accepted high visibility colors.  For nighttime flagging, similar outside garments shall be retro reflective.  Acceptable hand signal devices for daytime flagging include "STOP/SLOW'' paddles or red flags.  For nighttime flagging, a flashlight, lantern, or other lighted signal shall be used.  Inasmuch as Part VI of the Federal Highway Administrations's Manual on Uniform Traffic Control Devices addresses standards and guides for flaggers and flagging equipment for highway traffic control, FRA recommends that railroads be aware of the standards and follow them to the greatest extent possible.  Copies of the latest MUTCD provisions regarding flagging will be available from FRA, as well as FMCSA, as changes are made in this area.

Appropriately Equipped Flagger - A person other than a train crewmember who is equipped with a vest, shirt, or jacket of a color appropriate for daytime flagging such as orange, yellow, strong yellow green or fluorescent versions of these colors or other generally accepted high visibility colors.  For nighttime flagging, similar outside garments shall be retro reflective.  Acceptable hand signal devices for daytime flagging include "STOP/SLOW" paddles or red flags.  For nighttime flagging, a flashlight, lantern, or other lighted signal shall be used.  

Inasmuch as Part VI of the Federal Highway Administrationss (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) addresses standards and guides for flaggers and flagging equipment for highway traffic control, FRA recommends that railroads be aware of the standards and follow them to the greatest extent possible.  Copies of the latest MUTCD provisions regarding flagging will be available from FRA, as well as FHWA, as changes are made in this area.

S&TC  FUNDAMENTALS

49 CFR 234

Subpart A

General 

The End

*

*